Engine and means for controlling the operation of the same.



C. A. KINNEY.

ENGINE AND MEANS FOR CONTROLLING THE OPERATION OF THE SAME.

APPLICATION FILED APR.23 1912'.

1,150,683.. Patented Aug. 17, 1915.

Q 3 SHEETSSHEET l- WITNESSES INVENTOR COLUMBIA PLANOGRAPH CO-|WASHINGTON, D c.

C. A. KINNEY.

v ENGINE AND MEANS FOR CONTROLLING THE OPERATION OF THE SAME.

, APPLICATION FILED APR.23. 191g.

1 ,150,683. Patented Aug. 17, 1915.

3 SHEETS-SHEET 2- INI/ElI/TOR caLuNjllA PLANUGRAPH C0..WA$HINOT0N, u. c.

G. A. KINNEY.

ENGINE AND MEANS FOR CONTROLLING THE OPERATION OF THE SAME.

APPLICATION FILED APR. 23, I912.

Patented Aug. 17, 1915.

3 SHEETS-SHEET 3.

Z M W a ATTORNEYS 'cogumnm PLANOGRAPH co wAsnmm-q'w, a. c.

CHARLES A. KINNEY, 0F SENECA,- PENNSYLVANIA.

ENGINE AND MEANS FOR CONTROLLING THE OPERATION OF THE Specification ofLetters Patent.

Patented Aug. 17, 1915.

Application filed April 23, 1912. Serial No. 692,688.

To all whom it may concern Be it known that I, CHARLES A. KINNEY, acitizen of the United States, and a resident of Seneca, in the county ofVenango and State of Pennsylvania, have made certain new and usefulImprovements in Engines and Means for Controlling theOperation of theSame, of which the following is a specification.

My invention relates to improvements in engines, more particularlyinternal combustion, and it consists in the arrangements, constructions,and combinations herein described and claimed.

An object of my invention is to provide an improved means of starting agas engine.

A further object of my invention is to provide means for reversing theengine.

A further object of my invention is to provide a device which isdesigned to be used for running a well drilling apparatus having meansby which the engine may be permitted to race during the time the drillis dropping.

Other objects and. advantages will appear in the following specificationand the novel features of the device will be particularly pointed out inthe appended claims.

My invention is illustrated in the accompanying drawings forming part ofthis application in which Figure 1 is a side view of a portion of theengine, certain parts being shown in section for the sake of clearness,Fig. 2 is a section along the line 2-2 of Fig. 1 looking in. thedirection of the arrows, certain parts being omitted for the sake ofclearness, Fig. 3 is'a section along the line 33 of Fig. 2, looking inthe direction of the arrows, Fig. 4 is a section through one of theroller gears on the line 4.4 of Fig. 1, the adjacent parts being shownin side elevation, Fig. 5 is a section along the line 55 of Fig. 4,looking in the direction of the arrows, Fig. 6 is a section along theline 66 of ig. 2 looking in the direction of the arrows, Fig. 7 is asection along the line 7-7 of Fig. 1, Fig. 8 is a detail viewofoscillating yoke, and Fig. 9 is a detail view of the frame whichcarries the mechanism operated by the eccentric.

In carrying out my invention I provide a main crank shaft 1 having aU-shaped portion 2 at or near its center. The shaft is mounted inappropriate bearings such' as those shown at 3 and 4, these bearingsbeing supported on any suitable base (not shown).

Parallel to the crank shaft 1 is an auxiliary shaft 5, which may besupported in bearings such as those shown at 6 and 7. On one end ofthecrank shaft 1 is mounted a slidable gear 8 of the shape shown in Fig. 2.This gear is provided with a series of outwardly extending journals orstub shafts 8 upon which are mounted wear resisting rollers 9, which arearranged to engage the internal gear 10, which is secured to and whichforms a part of the drive wheel 11. The latter is mounted upon the endof the shaft 5, the spokes 11 being fastened to a hub 11 in the mannershown in Fig. 2. Projecting inwardly from. the outer portion of thedrive wheel 11 are flanges or oil walls 12 whose purpose is to preventthe oil from reaching the belt. On the reduced portion 5 of the shaft Iplace a crank 13 by means of which water may be pumped froma distantsupply by means of pull rods (not shown).

Loosely disposed on an extension of the bearing 6 is a lever 14. Thebottom of this lever has a curved flange 15 of the shape shown in Figs.2 and 3. This flange 15 fits in a groove 8 in the slidable gear 8. Thecurvature of the flange is such that when in the position shown in Fig.3 the gear 16 will be in mesh with the internal gear 10,

.but when switched to either side by means of the pull rod 17, thecurved flange will force the gear toward the bearing 3 (see Fig. 2),thus disconnecting the crank shaft from the drive wheel.

On the opposite end of the auxiliary shaft 5 is a fly wheel 18 which hasan annular flange on one side thereof. This flange has an innerfrictional surface 19 and an outer frictional surface 19 Rotatablydisposed on the shaft 1 is a yoke 20, like that shown in Fig. 8. Thisyoke is provided with sockets 21 and 22, the former being arranged toreceive a roller 23 like that shown in Figs. 1 and 2 and the latter asimilar roller 24. The roller 23, as will be seen from Fig. 2 isarranged to engage the interior portion 19 of the annular flange. Theopposite side of theroller also engages the interior of a fric tionwheel 25 carried by the shaft 1. The roller 24 is adapted to engage theinner side of the friction wheel 25 and the outer frictional surface 19of the annular flange. On

the opposite side of the friction wheel 25 is an integral gear 26, whichis arranged to engage a roller gear 27 on a shaft 28. The gear 27 isprovided with wear resisting rollers 29 arranged to engage in thesockets in the gear 26. The shaft 28 drives the air pump or compressor30. This pump may be of any suitable type. I have indicated itdiagrammatically in Fig. 4.

Referring now to Fig. 2, I have shown therein an eccentric 31 which ismounted on the crank shaft 1. The mechanism operated by this eccentricis best shown in Fig. 6. In'this figure it will be seen that there are.tWo rock arms 32 and 33 which are pivotally' supported at 32* and 33respectively. These arms are connected together by means of aspring 34,and each arm bears a shoe 35. The arm 33 is connected by means of a rod36 with the valve- 37, while a rod 38 connects the arm 32 with the valve39.. The U- shaped' portion2 of the crank shaft is con nected by meansof the connecting rods 40 and 41 to the pistons in the cylinders 42 and43. respectively.

Disposed on a shaft 44 is the hub 45 of a lever 46 (see Fig. 7) which isprovided with a locking segment 47 arranged to be engaged by a lockingmember 48. Secured to the hub 45 is a disk 49 which is provided withpins 50 and 51 respectively. Integral with the disk on the opposite sidefrom the pins is an eccentric 52 to which is secured a retaining plate53 by means of a center bolt 54. The plate 53 is provided with a pair ofpins 55 (see Fig. 1). Referring now to Fig. 9 I have shown therein a.connecting yoke 56. This yoke is pivotally connected at 57 with theoscillating yoke 20 (see Fig. 1). The yoke 56 is provided with anopening 58 for the pivot pin 59 of a bell crank lever 60.

Onearm of thisbell'crank lever i formed in the shape of a hook 60 towhich is attached the spring 61, the latter being secured to the bodyportion of the connecting yoke 56.

Pivotally connected to the bell crank lever'60 is a link 62 having aslot 63 in its bottom portion arranged to receive the center bolt 54.The link 62 is also provided with a slot 64 arranged to receive the bolt65,-of an adjustable cross member 66. As will be seen from Fig. 7 thelever 60 has an integral portion 60 which extends toward the bodyportion of the connecting yoke 56 upon which the bell crank lever 60 ismounted, as previously stated. The eccentric 52 is mounted in a slidableplate 67 which is disposed in the central opening 56 of the connectingyoke 56. In Fig. 9, it will be seen that there are laterally extendingrecesses 56 at each end of the opening 56*. 'Within these recesses aredisposed springs 68 which bear at one end on the slidable v blockorplate 67 and thetension of which may be regulated by means ofadjusting screws 69 which pass through portions of the connecting yoke.

At the right of Fig. 1, I have shown a long distance means of control.This comprises a support 7 0, the upper end of which is provided with alocking segment 71. A lever 72 is pivotally mounted at 7 3 upon thesupport and is provided with a locking member 73 arranged to engage thelocking segment. The lower end of the lever is connected by means of arod 74 with the pin 50 on the disk 49. A turn buckle 75 is provided forpermitting the adjustment of the position of the lever. A similar rod 76is secured to the upper pin 51 and is also provided with a turn buckle77.

Referring now to Fig. 5, I have shown therein the fly wheel 18. Theshaft 5 upon which this wheel is mounted has a reduced portion 5 uponwhich is pivotally mounted a link 78, which forms one element of atoggle joint. The other element is the link 79, which is pivotallyconnected by means of a bolt or pin 80 with a brake shoe 81. The bolt 80passes through an upright 82 which is provided with a slot 83 to'guidethe bolt. The means for manipulating this brake consists of a foot pedal84 carried by a frame 85 which is pivoted at 86 upon a' suitablefoundation such as the floor or base of the engine, and whose upper partis pivotally attached to the common joining pin 87 by means of a link88. In Figs. 4 and 5 may also be seen the crank disk 89. This disk islocated on the shaft 28 and drives the pump piston by means of aconnecting rod 90.

In Fig. 1 I have shown a receiver which comprises a casing 91 havingtherein a valve 92 which may be operated by a handle 93.

The upper part of the receiver is provided with outlet pipes 94 and 95,the former communicating by means of a flexible pipe 96 with thecylinder 42, and the latter communicating with the opposite cylinder 43by a tube (not hown) similar to the tube 96. The receiver is providedwith a try cook 97. At 98 and 99, I have shown. a pair of primingvalves, the valve 98 being a gate valve and the valve 99 being a globevalve. At 100 is shown an air intake. The valves 98 and 99 and the airinlet 100 are on a branch pipe which leads to the fuel feed line. Thereceiver itself is connected with the pump at 101. The pump is alsoprovided with an air inlet 102.

From the foregoing description of the various parts of the device theope-ration thereof may be readily understood. The lever 14 is standingat neutral as shown in Fig. 3. The engine is put on horizontal centers.The valve 92 of the, receiver is now opened by means of the handle 93and the two valves 98 and 99v are opened in the order named. Thereceiver is in fact in the maeaa l nature of an auxiliary mixingchamber.

. When the valves 98 and 99 are open as de- 'the receiver also acts inthe nature of a safety valve. The mixture passes to one of thecylinders. The engine is now primed. Shut in succession as they wereopened, the priming valves 98 and99. Now shut the valve 92. The flywheel 18 is now revolved by hand and the lever 46 is moved to the right,i. 6., in the direction indicated by the arrow in Fig. 1. This movementtends to move the roller 23 into position so as to drive the engine indirect motion. If moved to the left the engine starts in reverse motionin consequence of the roller 24 contacting with the frictional surfaceof the friction wheel 25 and the external frictional surface 19" of theannularflange on the fly wheel. The engine reverses as often as thelever passes the neutral position sufliciently to make contact with thefriction surfaces of the fly wheel by one or another of the frictiongrips I alternating. WVhen the lever is placed in a neutral position,2'. 6., in that shown in Fig. 1, neither of the rollers 23 or 24 are ina position to exert a grip on the fly wheel. They therefore are idle.This will permit the engine to race and when the engine is used with adrill will permit the drill to drop suddenly. j

The shifting ,of the rollers 23 and 24 may be accomplished by means ofthe lever 72 which may be situated at some distance from the engine. Itwill be noted that on thelever 46 is a dog 122, which maybe turned upsoas to hold the locking member 48 to keep the locking tooth out ofengagement with the locking segment 47. Now

. when the lever, 72 is operated the disk 49 will be turned by means ofthe connecting rods 76 and 74.

Referring now to Fig. 7, it will be seen that when the disk 49 is turnedth'e'eccentrio 52 will also be turned, and it will cause the yoke 56 tomove toward or away from i the lower end of the oscillating yoke 20. Theyoke 56 however is pivotally connected at 57, and this will cause theoscillating yoke to be shifted so as to bring the friction rollers 23 or24 into or out of frictional engagement with the rim 19 of the fly wheeland the rim of the friction wheel 25.

Connected to the upper part of the bell crank lever 60 is a pull cord orcable 103 which passes through a ring 104, thence rearwardly through aguide member 105 and terminates in a rin 106. When the latter is pulledand placec? on the hook 107 on the frame the bell crank lever is shiftedabout its pivot 59. This bell crank lever is also shifted whenever thelevers 46 or 72 are shifted. It will be remembered that when either ofthese levers are shifted the plate 49 is turned as before described.This turns the eccentric 52, and one of the pins 55 (see Fig. 1) willengage the cross member 66, thereby raising the bar 62 and shifting thespring-controlled arm of the bell crank lever upwardly. The opposite endof the bell crank lever is connected by means of a link 108 to a valve109 in the feed line. By this construction it will be seen that thevalve may not be opened by the levers 46 or 72 until these levers havepassed the neutral point. The precise moment at which the valve isopened may be adjusted by moving the cross piece 66 with respect to thebar 62, this adjustment being effected by the bolt 65, which passesthrough the slot 64 in the bar 62 as before described.

In order to relieve the shaft 5 from the weight of the yokes 20 and 56 Iprovide an adjustable chair 140. This chair is supported on chairbracket extensions 141 of the sub-base 142. The chair also providesmeans whereby the neutral position of the friction grips may bepreserved notwithstanding a possible wear of the pivotal bearings of theyoke 20. Y

I claim;

1. In an engine, a main crank shaft, a friction wheel on said main crankshaft, an auxiliary shaft, a fly wheel carried by said auxiliary shaft,and friction means arranged to be brought simultaneously into engagementwith said friction wheel and said. fly wheel for imparting the motion ofthe crank shaft to the auxiliary shaft.

2. In an engine, a main crank shaft, a friction wheel on said main crankshaft, an auxiliary shaft, a fly wheel carried by said auxiliary shaft,friction means arranged to be brought simultaneously into engagementwith said friction wheel and said fly wheel for imparting the motion ofthe crank shaft to" the auxiliary shaft, said friction means comprisingan oscillating yoke, and rollers carried by said oscillating yoke andarranged to engage both the fly wheel and the friction wheel.

3. In an engine, a crank shaft, a friction wheel on said crank shaftprovided with an annular laterally'extending flange, an auxiliary shaft,a fly wheel carried by said auxiliary shaft and provided with anauxiliary annular flange extending toward said friction wheel, a yokeloosely mounted on said iliary shaft and provided with an auxiliaryannular flange extending toward said friction wheel, a yoke looselymounted on said crank shaft betweensaid friction wheel and said flywheel, rollers carried by said yoke andarranged to simultaneously engagethe inner surface of the flanges of said fly wheel and said frictionwheel, means for shifting said rollers into and out of engagement withsaid friction surfaces, said means comprising a connecting yokepivotally secured to said oscillating yoke at one end thereof, aneccentric for shifting the position of the connecting yoke, and a leverfor operating the eccentric.

5. In an engine, a crank shaft, a friction wheel on said crank shaftprovided with an annular laterally extendingflange, an auxiliary shaft,a fly wheel carried by said auxiliary shaft and provided with anauxiliary annular flange extending toward said friction wheel, a yokeloosely mounted on said crank shaft between said friction wheeland saidfly wheel, rollers carried by said yoke and arranged to simultaneouslyengage the inner surface of the flanges of said fly wheel and saidfriction wheel, means for shifting said rollers into and out ofengagement with said friction surfaces, said means comprising aconnecting yoke pivotally secured to said oscillating yoke at one endthereof, an eccentric for shifting the position of the connecting yoke,a lever for operating the eccentric, a main feed valve, and meansoperated by the shifting of the eccentric for controlling said main feedvalve.

6. In an engine, a crank shaft, a friction wheel on said crank shaftprovided with an annular laterally extending flange, an auxiliary shaft,a fly wheel carried by said auxiliary shaft and provided with anauxiliary annular flange extending toward said friction wheel, a yokeloosely mounted on said crank shaft between said friction wheel and saidfly wheel, rollers carriedby said yoke and arranged to simultaneouslyengage the inner surface of theflanges of said fly wheel and saidfriction wheel, means for shifting said rollers into and out ofengagement with said friction surfaces, said means comprising aconnecting yoke pivotally secured to said oscillating yoke at one endthereof,

an eccentric for shifting the position of the connecting yoke, a leverfor operating the eccentric, a main feed valve, means operated by theshifting of the eccentric for controlling said main feed valve, saidvalve controlling means comprising a bell crank j lever carried by saidconnecting yoke, a

bar connected with said bell crank lever. a cross member secured to saidbar, p1ns carried by said eccentric and arranged to en, i

gage said cross lever'for moving the bar, and connections between saidbell crank lever and sa1d valve.

7. In an engine, a main crank shaft, a

slidable gear on said crank shaft, said gear being provided with aseries of wear resisting rollers, an auxiliary shaft, a drive wheelloosely carried by said auxiliary shaft, an internal gear secured. tosaid drive wheel and arranged to'be'engaged by the rollers on saidslidable gear, and means for shifting said slidable gear intoand out ofmesh with said internal gear.

8. In an engine, a main crank shaft, a slidable gear on said crankshaft, said gear being provided with a series of wear resisting rollers,an auxiliary shaft, a drive wheel loosely carried by said auxiliaryshaft, an internal gear secured to said drive wheel and arranged to beengaged by the rollers on said slidable gear, and means for shiftingsaid slidable gear into and out of mesh internal gear secured to saiddrive wheel, and arranged to be engaged by the rollers on said slidablegear, means for shifting said slidable gear into and out of meshwithsaid internal gear, a toggle joint secured atone end to said auxiliaryshaft, a shoe carried by the other end of said toggle joint, a linkconnected at the central portion of said toggle joint, an oscillatingframe pivotally connected to said link, and a foot pedal carried by saidframe.

CHARLES A.-KINNEY. Signed in the presence of- ESTELLA R. STEWART,

J. W. BARR.

C'oples of this patent may be obtained for five cents each, byaddressing the Commissioner of Patents,

v Washington. D. 0.

Cerrections in Letters Patent No. 1,150,683.

It is hereby certified that in Letters Patent No. 1,150,683, grantedAugust 17,

1915, upon the application of Charles A. Kinney, of Seneca,Pennsylvania, for an improvement in Engines and Means for Controllingthe Operation of the Same, errors appear in the printed specificationrequiring correction as follows: Page 1, line 84, for thereference-numeral 8, first occurrence, read 16,- same page, line 86, forthe reference-numeral 16 read 8; and that the said Letters Patent shouldbe read with these corrections therein that the same may conform to therecord of the case in the Patent Oflice.

Signed and sealed this 16th day of November, A. D., 1915.

[SEAL] J. T. NEWTON,

Acting Commissioner of Patents.

